Pressure controlled charge supplying and mixing method and apparatus for internal combustion engines



July 14, 1936. A. MOORE 2,047,743

PRESSURE CONTROLLED CHARGE SUPPLYING AND MIXING METHOD AND APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed June 6, 1929 2 Sheets-Sheet 1 M q v g A i l O l' (ID l l N I Q l 1 i s *7 4 m I i 3 I Q E Q? (1]) Q I II- I \QI 1 g s 3 E j i v f l i {b i I h o m g H N Q '1 a I i E- I i \I #55 a INVENTOR Ar/mqfwr Mayra BY A I O fi M-QIU a-J M ATTORN EYS' A. MOORE 2,047,743 PRESSURE CONTROLLED CHARGE SUPPLYING AND MIXING METHOD July 14, 1936.

AND APPARATUS FOR INTERNAL COMBUSTION ENGINES 2 Sheets-Sheet 2 Filed June 6, 1929 BY S R. a 0 V. M m N Mun W %M r 4 Patented July 14, 1936 PRESSURE CONTROLLED CHARGE SUP- PLYIN G AND MIXING METHOD AND AP- PARATUS FOR INTERNAL COMBUSTION ENGINES Arlington Moore, New York, N. Y., assignor, by mesne assignments, to Maxmoor Corporation, New York, N. Y., a corporation of Delaware Application June 6, 1929, Serial No. 368,801

57 Claims.

My invention relates to improvements in methods of and apparatus for supplying and mixing the components of charges for internal combustion engines, and has for its object more especially to blast the fuel into the air stream passing to the cylinders and to control the quantity of fuel for the charge so as to produce a homogeneous mixture satisfying the requirements for economy and power throughout the operating 'range of the engine.

Among other objects of the invention are the following:

To effect the continuous elevation of the fuel, without resorting to air passage constriction, by the complementary action of forces developed by operation of the engine and varying in inverse relation to each other with variations in throttle position, such as by intake suction beyond the throttle and by aspiration by a stream of cylinder gases discharged into the engine intake in inductive relation to the fuel discharge orifice.

To increase the air flow to the cylinders by the action of a gaseous stream discharged under pressure into the engine intake, preferably by the action of the gaseous stream employed for effecting the elevation and comminution of the fuel.

To vary the fuel supply directly with the air supply throughout the operating range of the engine by varying the pressure reduction to which the fuel is subjected and suitably restricting the fuel passage opening when the fuel requirements are low and opening up same as additional fuel is required.

To utilize variations in fluid pressure taken from a source which provides pressure varying directly with the quantity of cylinder charge material passing through the engine in unit time as, for example, exhaust gas pressure, for controlling the fuel flow, preferably by fuel passage area variation.

To automatically control fuel delivery to compensate for variations in barometric pressure affecting the air supply to the engine.

To insure thorough vaporization of the fuel substantially throughout the range of operation of the engine.

Other objects will in part be obvious and in part be pointed out hereinafter.

The accompanying drawings illustrate a preferred formof apparatus bywhich the method can be carried out, and in said drawings:

Figure 1 is a side elevation of an engine equipped with apparatus in accordance with my invention, same being partly in section on line l-l, Fig. 2;

Fig. 2 is a partial plan of Fig. 1; v

Fig. 3 is a vertical section of an apparatus for replacing the usual carburetor and fuel lifting mechanism, the parts being shown in position for engine idling;

Fig. 4 is a detail view of a modification; and

Fig. 5 is a detail sectional view on the line 5-5 of Fig. 3, looking in the direction of the arrow.

Air admitted by the manually operated throttle valve Ill passes through a passage l2 in an apparatus M, which I designate a blast-charger, through the manifold riser Hi, the manifold l8, and past the inlet valves 20, open on the intake stroke, into the combustion chamber 22 of the engine. The air passage preferably contains a venturi 24 having a throat 26.

In the unobstructed region between the throttle and the intake valves I deliver a blast of gaseous fluid toward the engine cylinders through nozzle 28 disposed within the fuel nozzle 30 and directed therewith in the direction of air flow. Nozzle 30 has the mouth 32 thereof disposed within the throat 26 of venturi 24 which is made of relatively large diameter so that it is effective principally during wide open throttle operation at high speed. With such arrangement the gaseous blast aspirates and atomizes the fuel and also augments the flow of air to the engine cyl- 30 inders.

The nozzles 28 and 30 are arranged to provide fuel passages 3t between the same. The orifice 36 of the nozzle 28 terminates inwardly from the end 32 of the fuel nozzle 30, the gaseous fluid and fuel aspirated thereby passing through the cylindrical passage of the outer portion 32 of the nozzle 30 into the venturi M. The composite nozzle structure is inserted into the blast charger it through housing 38, the contacting portions 40 being tapered so that the structure may be drawn tightly into place by screws. By inserting the gas nozzle 28 within the fuel nozzle 36, the areas of the passages and the concentricity of the nozzles need not be critically adjusted to obtain proper fuel flow and atomization thereof,

and the gas discharge orifice 36, being a simple round hole, is not subject to fouling.

The gaseous fluid for the blast preferably consists of gases from the engine cylinders, which are available at pressures increasing with the increase of chargequantity and contain products of combustion such as 002 and H20 together with nitrogen adapted to form anti-detonating constituents of the charge mixture permitting in- 55.

crease of compression ratio without detonation. The gases are permitted to pass adjustably-limited-motion ball check valves 40 in passages formed in the engine and providing communication from the combustion chambers 22 of the engine cylinders to a common manifold or conduit 42. The gases are freed from undesirable particles by centrifuging in separator 44, into which they are tangentially discharged through pipe 46 extending from the manifold 42 and from which they pass out through pipe 48 having an inlet at substantially the center of the separator. The separator 44 is provided with a. cleanout plug 50.

The adjustment of the ball valves for controlling the pressure reduction and the size of outlet from nozzle 28 are preferably such as to provide blasting pressure in the pressure line up to about 125 pounds per square inch, the permissible pressure increasing with the size of the intake manifold and valves. The manifold because of the thorough comrninution of the fuel accomplished by blasting need not be designed for securing high velocity, sudden changes in direction, etc., to suspend fuel into admixture with the air, but can advantageously be made with the generously large cross-sectional areas and sweeping turns adapted to reduce friction and furnish substantially maximum air supply to the engine cylinders.

A free sweep of the gases into the combustion chamber, and maximum area and period of opening of intake valves are desirable in order to secure maximum efiiciency of operation. I preferably vary the ball valve adjustment slightly for the several cylinders and thereby secure identical compression pressures in each, with resulting smooth engine performance.

Fuel is supplied to the nozzle 30 from the source of fuel supply, as the tank 52 vented to the atmosphere at 54, through pipe 56, chamber 58, metering orifice 59 and pipe 60 having a fitting B2 communicating with a small chamber 64 formed in the part 38, and receiving the lower end of the nozzle 30. The intermediate portion of the pipe 56 is relatively low compared to the ends thereof to prevent the fuel from entirely draining back into the tank 52 when the engine ceases operation so that fuel is available in the fuel line for quickly starting the engine. The chamber 58 is preferably formed at the lower end of a tubular sleeve 66 upon removable closure 68 sealing'the chamber I0 which receives the. bellows or pressure responsive device I2 as hereinafter described. A fuel strainer 14 is disposed within chamber 58.

A combined heating element and deflector I5 is disposed at the upper end of the intake riser I6 above the nozzles 28 and 30 in the path of the comminuted fuel discharged, and preferably consists of a relatively small conical shell provided with heat radiating vanes. The shell communicates through passage I5 with the exhaust gas conduit for supplying hot gas to the interior of the shell, the gases passing out through the outlet 15* thus producing a hot circulation. The shell I5 facilitates the deflection of the charge into the manifold branches and prevents precipitation or condensation of the comminuted fuel by impact with the cone, and this is accomplished without unduly heating the air component and thereby decreasing the volumetric efliciency.

I lift the fuel for the engine by subjecting the fuel nozzle to suction from several sources so related as to complement, replace and reinforce one another throughout the full range of engine operation from idling to high speed operation with the throttle wide open, comprising suction due to induction by cylinder gas blasting, to air flow as augmented by the cylinder gas blast, and to intake depression as reduced by air bleed or by the discharge of cylinder gases into the intake. The suction from the several sources thereof is amply SllffiClGnI; throughout the range of engine operation, so that in the case of the automobile engine, for example, changes in fuel level do not appreciably affect the rate of fuel flow, and the fuel for the engine may be lifted, without dependence upon other fuel lifting devices, even during travel up the steepest grades. The comminution of fuel issuing from nozzle 30 is approximately uniform, since its two producing causes, blasting by cylinder gases and discharge into partial vacuum are of substantially complementary magnitude through the range of engine operation.

I regulate the extent of opening of the fuel passage so as to supply the required fuel in response to the suction thereon. In the form shown the extent of opening of the fuel conduit is controlled by the tapered metering pin or valve I6 slidably guided in the bearing I8 within the sleeve 06 and coacting with the port 59. Pin I6 is controlled by bellows I2 to which it is flexibly connected as by means of the spherical headed screw member 80 and ring nut 82. Bellows I2 is normally exposed on its interior to atmospheric pressure through tubular member 84 open at both ends, said tubular member also acting as an adjustable stop to prevent contraction of the bellows beyond that necessary to provide a fuel orifice of predetermined maximum size. A cap 86 encloses the outer end of the member 84 and forms a chamber 88 about the same. The chamber 88 communicates through a conduit 90 and opening 92 with the intake conduit I2 at the atmospheric side of the throttle I0 when the same is in its closed or idling position. Conduit 90 serves to put the interior of the bellows into communication with the atmosphere, except immediately beyond idling when reduced pressure is communicated to the interior of the bellows through conduit 90. This arrangement may be dispensed with and the bellows permanently vented to the atmosphere in case the modification of Fig. 4 is employed and both these expedients dispensed with if desired by resorting to use of bellows of extra large capacity.

The casing I0 and the closure 68 provide a substantially air tight enclosure for the bellows I2, forming about the bellows a dead end air chamber 94 which communicates through the pressure line or conduit 96 with the interior of the exhaust gas conduit 98. The pressure line 96 preferably comprises an enlarged outer portion I00 near the exhaust conduit 98 having a volume which is as great as or greater than the increase in volume of the chamber 84 when the bellows has contracted to its maximum extent, the portion I00 preferably communicating with the interior of the bellows casing through a tubular portion I02 of considerably reduced cross-section serving to smooth out pulsations.

The inherent resiliency of the bellows I2 is supplemented in opposing contraction thereof to enlarge the opening at 59 by coil spring I04 disposed about member 84 between the bellows and the adjustable tubular abutment I06, but out of contact with the latter when the bellows is expanded.

I have found in the operation of internal combustion engines that the exhaust gas pressure varies from slightly above atmospheric pressure upwardly, and in case of automotive apparatus employing mufflers the maximum pressure may be several pounds above atmospheric as the quantity of cylinder charge increases. The pressure of the exhaust gas is indicative of the charge weight, and hence of the fuelrequirements for all engine loads and speeds. These pressure variations are therefore ideal for controlling the fuel passage area to vary the fuel supply in accordance with the requirements, and the range of pressure variation is sufficiently wide to impart the required movement to the bellows to vary the fuel passage minimum to the in differential between the superatmospheric exhaust gas pressure and atmospheric pressure, that is by the variations in the gauge or statical pressure of the exhaust gas, which pressure varies in the right direction and to the required extent to cause variation of the fuel supply directly therewith substantially from engine idling to high speed at wide open throttle operation.

As the exhaust gas pressure increases the bellows I2 contracts causing movement of valve IS. The opening movement of the valve due to contracting of the bellows is resisted first by the bellows itself when the exhaust gas pressure is low and then, when the slack at the gap III] is taken up by further opening movement, by spring not, the inherent resiliency of the bellows and the spring IM serving when the bellows expands upon the reduction of exhaust gas pressure to produce a correspondingly downward or closing movement of the fuel metering pin. a

With control of the fuel passage as described compensation for barometric changes is automatically obtained. Spring Hi l which tends to reduce the fuel passage area is of course unaffected by barometric change and the exhaust gas gage pressure tending to open the fuel passage varies directly with barometric change because of corresponding variation in the weight of charge with the result that, for example, in passing from a regionof higher pressure to one of lower pressure as in climbing withan airplane, the fuel supply passage is reduced to supply fuel in reduced quantity corresponding with the reduced air weight available.

. The closing movement of the metering pin 16 is limited by means of cam Hit disposed to coact with bellows l2 and adapted to be actuated through shaft lllll. Spring H2 is provided for normally maintaining the cam I08 in engagement with the stop IM which is adjustable to position for determining the minimum or idling fuel passage opening.

Turning of the cam I08 lifts pin It slightly to increase the size of the fuel passage, the opening movement due to cam I08 being limited by the adjustable stop MB. The cam W8 may be actuated by any suitable instrumentality, as by wire control from the dash board of an automobile,

and this arrangement can be employed for increasing the fuel passage opening manually upon starting of the engine when cold. In case conduit 90 is dispensed with and the bellows is not of extra large capacity enabling it to control the fuel valve even when the exhaust gas pressure is very low, the opening of the fuel passage during the period of low exhaust gas pressure immediately beyond idling is preferably controlled mechanically adjunctively to throttling. In the modification of Fig. 4, the throttle I0 is placed in operative relation to the shaft I I0 of cam I08 through the throttle arm II! and spring depressed bar IIS coacting with arm M9 on shaft III]. Bar H8 is preferably provided with a rounded shoulder H8 permitting the bar toride up on arm H9 when the turning of cam I08 is stopped by the stop H6. In this way bar IE8 serves to actuate the cam I08 only upon slight movement of the throttle from idling position, the throttle being free, upon bar IIB riding up on arm I19, to move from near idling to wide open position without causing movement of the metering pin I6.

At engine idling and fractional loads I preferably reduce the suction effective on the fuel by bleeding or introducing what I term primary air into admixture with the fuel at a point intermediate the metering orifice 59 and the discharge end 32 of the fuel nozzle. This permits a corresponding increase of the fuel passage opening at 59 and materially reduces the friction and fluctuation at 59 during engine idling, and prevents excessive fuel flow when the intake depression is high, suitable provisions, such as the means hereinafter described, being made to close off the air bleed at low intake depressions characterizing full load operation when all of the available fuel inducing forces are needed. The bled air is delivered through the tube I2 I, which communicates through cross hole I2I with the fuel conduit BI) and with the fuel chamber 64 in housing 38, and aerates the fuel as the same passes, with the air into chamber G l. A coil spring I22 is disposed about the tube I2I intermediate the end of hub I26 containing the cross-hole I2I and the shoe I28 slidable on tube I2I and pressed by the spring I22 into engagement with the drum or valvular member I30 carried by the shaft of throttle lb. The drum I30 has arecess I32 therein adapted to expose the passage through the bleed opening I20 and tube I2I to admit air. The quantity of air introduced at I2!) is such that the resulting attenuated pressure differential on the metering orifice 59 causes the flow of fuel therethrough economically 'at high depressions or fractional loads while allowing at such stage of engine operation orifice areas of less constriction, thereby reducing frictional effects liable to cause erratic fuel flow. In practice the cross-sectional area of the primary air orifice I20 will exceed the maximum cross-sectional area of the orifice 59 at this stage of operation. The metering orifice 59 has a'substantially minimum dimension axially to minimizefrictional effects, and being of relatively enlarged cross-sectional area because of the air introduction at I20, the fuel flow therethrough varies directly with the attenuated variable pressure differential thereon without being erratic due to frictional eifects. As the throttle becomes substantially wide open the air supply through the bleed hole I20 to tube I2I is shut off. The shut-off can be regulated by rotative adjustment of the drum on the throttle shaft. The throttle III is preferably provided, especially when of larger size than with ordinary carburetor practice, as is desirably the case. with a bleed opening I34 for admitting air at idling when the throttle is closed. When the air, for idling, is supplied over the edge of the nearly closed throttle, as in ordinary practice, the friction causes the air supply to be erratic, and this is avoided by use of bleed opening 34. The throttle shaft I0 is located eccentrically within the air passage to permit of sensitive control and automatic closing thereof should the throttle spring break.

Towards and during full load operation when the throttle is substantially wide open I cause the air bleed hole I20 to close so as to maintain the highest vacuum possible upon the fuel orifice. This can be advantageously done because the fuel passage areas are then larger and frictional resistance to fuel flow is greatly reduced.

Engine starting Upon turning over the engine, the gases discharged through the nozzle 28 elevate the fuel and cause the discharge thereof in a comminuted state into the intake, supplying the requisite fuel for starting, even though the intake depression should be quite low. Thus the continuous blasting of the fuel by the gases from the cylinders without necessary dependence upon air velocity or intake depression, which fluctuate considerably, facilitates the starting of the engine and prevents stalling during the warming up period. The fuel passage can be increased if needed by manual operation of cam Hi8.

Idling At the small air passage openings for idling and slightly beyond idling, the inductive effect on the fuel of the blast of cylinder gases is not considerable, since the cylinder gas pressure is low because the charge weight is low. The intake depression, however, is substantially maximum because of the limited extent of throttle opening, and there is a very high suction on the fuel from this source, and since very little fuel is needed, the fuel passage must be restricted by moving the pin 16 toward closing position, providing a fuel passage opening which at idling is of minimum area. I have found, however, that at idling operation highly constricted fuel and air passages with the resulting frictional retardation of the passage of fuel and air often cause erratic operation, due to the fuel and air supply fluctuating undesirably. I insure steady, smooth, and economical operation at idling and lower fractional loads by bleeding air with the fuel passing into chamber 84. This bleed reduces the intake depression acting on the fueLand hence permits of the adjustment of the stop H4 to give a larger fuel passage opening at 59 during idling than could otherwise be used, which larger opening reduces the frictional retardation and steadies out the fuel flow.

When the throttle is closed, the air bleed opening I34 in throttle I0 supplies the requisite air for idling steadily and without friction opposing the passage thereof.

The bleed control of fuel and air so obtained permits slow, steady idling with substantially entirely complete combustion and freedom from carbon monoxide in the exhaust.

Fractional load or torque range During the torque range of operation, that is, beyond idling and below full load operation at open throttle, in which range engine torque up to the maximum obtainable is controlled by manually opening the throttle, the intensity of the cylinder gas blast, inductive effect of cylinder gases on the fuel, accelerating effect thereof on the air, and quantity of air admitted past the throttle all vary directly with the manually controlled throttle opening. While the intake depression becomes less as the opening of the throttle is increased and also becomes less because of the increasingly large quantity of cylinder gas being blasted at increased pressures into the intake, there is, nevertheless throughout this range ample suction to lift and deliver the fuel into the intake, such suction being due to induction of cylinder gas blast and to intake depression, the latter being dependent largely on throttle position and substantially complementary in magnitude to the induction of cylinder gas blast, and, to a lesser exent, to air flow (as augmented by the blast of cylinder gases).

During this range of operation the variations in exhaust gas pressure due to variations in charge material quantity are transmitted to the bellows, resulting in variation of the fuel passage area directly with the air supply.

With sudden changes in throttle openings the exhaust pressure will increase momentarily to an extent to cause the supplying of accelerating fuel. This action is augmented by increases in cylinder blast effect momentarily increasing the I induction on the fuel nozzle. Unless a bellows of sufficiently large capacity is made use of adapted to respond very positively to small pressure changes, the fuel passage opening for small throttle openings beyond idling is secured either by means of pressure reduction in the bellows itself through conduit 90, or by mechanical control through the throttle and bar H8.

Pumping losses during the torque range of engine operation are materially reduced by the blasting of 'the cylinder gases into the intake.

Full load range At wide open throttle the intake depression if any is very low. As the speed increases at full load there is an increase in cylinder gas induction and the quantity and velocity of air increase at a rapid rate with the increase in engine speed and thus at full load with the fuel nozzle located within the venturi 24 ample suction is obtained for full load fuel delivery, due principally to induction by cylinder gas blast augmented by air velocity.

In this range of operation the fuel requirements increase with increase in engine speed. I accordingly utilize the variations in exhaust gas pressure occurring upon speed changes at full load for varying the fuel passage area directly therewith through movement of the pin 78, and, by combination of suction and fuel passage area control, supply the requisite fuel in suitable proportion to the air throughout the speed range at wide open throttle.

In the present invention mechanical atomization of the fuel is effected by the conjoint action of air bleeding, which also controls the pressure reduction on the metering orifice 59, and gaseous injection, the fuel in finely divided state being discharged into the region of reduced-pressure and in the direction of the heated surface which latter complete the fuel vaporization, all of these forces and factors being available for insuring such complete vaporization. At fractional loads and at idling when the exhaust gas temperature is low, the increased pressure reduction in the intake and the air bleeding are available for insuring adequate fuel vaporization. Under full load conditions when the air bleed is closed off, and pressure reduction low, the exhaustgas at higher temperature is ample for effecting fuel vaporization in conjunction with injection. Further the factors or forces which are instrumental in controlling the inductive effects on fuel flow are also instrumental in causing fuel vaporization, such as the air bleeding, gaseous injection and pressure reduction, the fuel being metered under such conditions of operation by suitable control of the fuel passage or metering orifice 59, such as by the disclosed exhaust gas pressure means.

By my invention I can operate internal combustion engines either on the present customarily used fuels or on fuels of much higher boiling point than with the customary carburetor, and am enabled to put all the fuel for the whole range of operation through a simple nozzle and. eliminate the various compensating jets and mechanisms employed in conventional carburetors, and to extend the speed range in both directions, and generally increase the over-all elliciency of internal combustion engines.

The present invention constitutes an improvement over the construction illustrated, described and claimed in my Patent No. 1,901,847, dated March 14, 1933.

I claim:

1. Method of supplying and mixing charges for internal combustion engines in which the fuel is blasted into the region of intake depression between the throttle and engine cylinders in a state of comminution by and with high pressure gases discharged in effective inductive relation to the mouth of the fuel passage, and the fuel passage is varied in opening by and in response to fluid pressure variations varying in gauge pressure directly with the fuel requirements.

2. Method of supplying and mixing the components of the charge material for an internal combustion engine which consists in controlling the passage of air to the cylinders, subjecting the discharge end of the fuel line to the action of pressure reduction in the intake beyond the point of air control, and to the inductive action of a gaseous stream for effecting continuous elevation of the fuel from a lower level and the discharge thereof in a highly atomized state into the air stream, and modulating the fuel flow by and in response to fluid pressure variations varying in gauge pressure directly with the fuel requirements while substantially excluding pressure reduction produced by said gaseous stream at the discharge end of the fuel line from affecting said modulation, whereby to counteract the effect of the variations in intake depression at the discharge endof the fuel line on fuel flow, and cause the fuel supply to vary directly with the air supply.

I 3. The method of supplying and mixing the components of the charge material for internal combustion engines which consists in controlling the passage of air to the engine cylinders, subjecting the discharge end of the fuel line to the reduction in pressure in the intake beyond the air controlling means and to the inductive action of a gaseous stream varying in kinetic energy in inverse relation to the variations in intake pressure reduction occurring upon the control of the air supply, the same being made to complement each other in causing a flow of fuel and the discharge thereof in a finely divided state into the air stream cocxtensively with the air control,

and utilizing fluid pressure variations varying in gauge pressure directly with the fuel requirements for modulating the fuel flow while sub-- stantially excluding the pressure variations due to the inductive effect of said gaseous stream from affecting said modulation, whereby upon control of the air supply to counteract the variable effect of the intake pressure reduction and augment the variable inductive effect of said gaseous stream at the discharge end of the fuel line on fuel flow and 'cause the fuel flow to vary directly with the variations in air supply.

4. The hereindescribed method which consists in taking the gases in the cylinders of an internal combustion engine at the higher pressures developed therein during normal engine operation including those substantially in excess of maximum compression to the exclusion of the gases at lower pressure, and continuously dischargingsaid gases in limited quantities at reduced pressure into the air stream passing toward the cylinders and in inductive relation to the discharge end of the fuel line for elevating the fuel and discharging the same into the air stream in a highly comminuted state, and modulating the fuel fiow by fluid pressure variations varying in gauge pressure directly with the .uel requirements.

5. The method of supplying and mixing the components of the charge material for an internal combustion engine which consists in controlling the passage of air to the engine cylinders, and discharging a gas stream varying in kinetic energy substantially directly with the control of the air supply into the air stream in inductive relation to the discharge end of the fuel line beyond the point of air control for supplementing intake depression beyond said point in maintaining pressure reduction below atmospheric at the discharge end of the fuel line continuously throughout the operating range of the engine of an order of magnitude to cause a continuous flow of fuel by atmospheric pressure directly from the source of supply materially lower than the fuel discharge end, and modulating the fuel flow in response to variations in exhaust gas pressure.

6. The method of supplying and mixing the components of the charge material for an internal combustion engine which consists in varying the fuel flow by inductive action of cylinder gases increasing in inductive effect with the air supply and by fuel passage area variation in response to and directly with exhaust gas pressure which also increases with the air supply.

7. The method of supplying and mixing the components of the charge material for an internal combustion engine which consists in subjecting the discharge end of the fuel line to the inductive action of a stream of cylinder gases increasing in inductive effect with the air supply substantially throughout the entire range of engine operation, and thereby elevating the fuel from a lower level and discharging the same in a finely divided state into the region of reduced pressure in the intake beyond the throttle, and augmenting the varying inductive effect of said cylinder gas throughout said range by varying the fuel passage area in response to the variations in exhaust gas pressure.

8. Method of supplying and mixing charges for internal combustion engines in which the flow of both fuel and air is augmented by the inductive action of cylinder gases, and the flow of fuel further augmented by the flow of air, and the fuel passage area varied in response to variations in exhaust gas pressure.

9. In apparatus for supplying and mixing charges for internal combustion engines, an intake, an exhaust conduit, means for supplying fuel to said intake, a pressure responsive device for varying the fuel supply, and an enclosure therefor communicating with the exhaust gas conduit and providing a pressure line containing an.

10. In an internal combustion engine, an intake, a mixing chamber in open communication therewith, a throttle valved air inlet to said mixing chamber, a fuel conduit having a discharge orifice in said mixing chamber, a conduit for gases varying in pressure with the control of the air leading to said mixing chamber, and terminating in inductive relation to said discharge orilice, and means responsive to fluid pressure variations varying in gauge pressure directly with the fuel requirements for metering fuel to the discharge orifice therefor.

11. In an internal combustion engine, an intake, a mixing chamber in open communication therewith, a throttle valved air inlet to said mixing chamber, a fuel conduit having a discharge orifice in said mixing chamber, a conduit for gases varying in pressure with the control of the air leading to said mixing chamber, and terminating in inductive relation to said discharge orifice, and means responsive to exhaust gas pressure variations for varying the fuel flow.

12. In an internal combustion engine, an intake conduit, a throttle, a low level fuel supply tank, a nozzle projecting into said intake conduit above the throttle and communicating with said tank, an injector nozzle in inductive relation to said fuel nozzle, a line of communication between the explosion chamber of the engine and said injector nozzle, a chamber disposed in said line for removing undesirable material from the cylinder gases, a needle valve for controlling the extent of opening of the fuel passage, an elastic expansible-contractible element connected to said valve subject to variations in fluid pressure varying in gauge pressure directly with the fuel requirements, and stops for limiting the movement of the valve and determining the minimum and maximum opening of the fuel passage.

13. In apparatus for supplying and mixing charges for internal combustion engines, an intake, an exhaust conduit, means for supplying fuel to the intake, a pressure responsive element exposed on the interior thereof to atmospheric pressure, a valve carried, thereby and serving to control the extent of fuel passage opening, means serving normally to expand said element to reduce the fuel passage opening, and means for subjecting the exterior of said element to the variations in exhaust gas pressure to vary the fuel passage opening directly therewith.

14. In apparatus for supplying and mixing charges for internal combustion engines, an intake. an exhaust conduit, means for supplying fuel to the intake, means responsive to variations in exhaust gas pressure for controlling the fuel supply, and throttle controlled means for augmenting the effect of exhaust gas pressure in moving said pressure responsive means upon initial opening movement of said throttle.

15. In apparatus for supplying and mixing charges for internal combustion engines, an intake, a throttle, means for,conducting fuel into said intake beyond the throttle, means for controlling the extent of opening of the fuel passage automatically, means for admitting air to said fuel conducting means for reducing the reduction in pressure effective thereon at or near engine idling, and means controlled by the throttle for closing said air admitting means at the wider open throttle positions.

16. In apparatus for supplying and mixing charges for internal combustion engines, a throttle therein, an exhaust gas conduit, means for supplying fuel to the intake, and pressure responsive means for controlling the fuel supply exposed at one side to the variations in exhaust gas pressure and communicating at its opposite side with the intake at the atmospheric side of the throttle and subject to the pressure reduction in the intake upon opening of the throttle.

17. In an apparatus for supplying and mixing charges for internal combustion engines, an intake, means for supplying fuel to the intake, pressure responsive means for controlling the fuel passage opening, and means for limiting the closing movement of said pressure responsive means manually actuated for enlarging said opening.

18. The method of supplying and mixing charges for internal combustion engines in which exhaust gas pressure variations are transmitted through a relatively cooler gaseous medium, and the transmitted pressure variations caused to vary the fuel flow directly therewith and in response thereto.

19. The method of supplying and mixing charges for internal combustion engines in which the fuel flow is varied directly with and in response to exhaust gas pressure variations, and also adjunctively to throttling at or near idling operation.

20. The method of supplying and mixing charges for internal combustion engines in which fuel is elevated and discharged into the air stream intermediate the throttle and engine cylinders, the fuel passage area controlled in response to and by pressure variations, and air introduced into the fuel line and controlled adjunctively to throttling.

21. The method of supplying and mixing the components of the charge mixture for an internal combustion engine which consists in controlling the fuel fiow substantially in inverse relation to and by the variations in intake depression at a fractional load portion of the range of engine operation, and by the gauge pressure variations of a medium other than intake depression, effective substantially throughout the range of operation of the engine from idling to high speed at wide open throttle, and becoming under certain conditions of engine operation more effective in causingfuelpfiow as the intake depression decreases.

22. The method of supplying and mixing the components of the charge mixture for an internal combustion engine which consists in subjecting the discharge end of the fuel line to the variations in intake depression tending to cause variation of fuel fiow directly therewith, and counteracting this tendency by controlling the fuel being supplied by and in inverse relation to the variations in intake depression and by variations in gauge pressure of a medium which varies in effectiveness in supplying fuel substantially in inverse relation to the intake depression variations resulting from control of the air supply.

23. In apparatus for supplying and mixing charges for internal combustion engines, an intake, a throttle therein, a fuel nozzle extending into said intake beyond the throttle, an injector nozzle associated with said fuel nozzle for discharging gases in inductive relation to the fuel, means for automatically controlling the extent of opening of the fuel passage, an air inlet communicating with said fuel nozzle, and means for controlling said air inlet in accordance with the load.

24. In apparatus for supplying and mixing charges for internal combustion engines, an exhaust conduit, an intake, means for supplying fuel thereto, elastic pressure responsive means for controlling the fuel passage area, stop means for limiting the movement of said pressure responsive means in both directions and determining the minimum and maximum fuel passage openings, means for subjecting said elastic pressure responsive means to the variations in pressure in said exhaust conduit, and spring means supplementing said resiliency for opposing movement of said pressure responsive means as the exhaust gas pressure increases.

25. In apparatus for supplying and mixing charges for'internal combustion engines, an ex haust conduit, an intake, a throttle therein, means for supplying fuel to the intake, means responsive to variations in exhaust gas pressure for controlling the fuel passage area and including spring means for closing off the fuel passage, and a member operated by the throttle and adapted to actuate said pressure responsive means against the spring tension thereof for enlarging the fuel passage area as the throttle opens.

26. In apparatus for supplying and mixing charges for internal combustion engines, an exhaust conduit, an intake, a throttle therein, means for supplying fuel to the intake, means responsive to variations in exhaust gas pressure for controlling the fuel passage area and including spring means for closing off the fuel passage, and a member operatedby the throttle and adapted to ac tuate said pressure responsive means against the spring tension thereof for enlarging the fuel passage area as the throttle opens, said member serving as a stop for preventing undue reductions in the fuel passage area upon decrease in exhaust gas pressure at open throttle positions.

27. In. apparatus for supplying and mixing charges for internal combustion engines, an exhaust conduit, an intake, a throttle therein, means for supplying fuel to the intake, means responsive to variations in exhaust gas pressure for controlling the fuel supply, means for mechanically controlling said pressure responsive means, and a connection between the throttle and said last named means.

28.111 apparatus for supplying and mixing charges for internal combustion engines, an exhaust conduit, an intake, a throttle therein, means for supplying fuel to the intake, means responsive to variations in exhaust gas pressure for controlling the fuel supply, and a member operated by the throttle for mechanically actuating said pressure responsive means to increase the fuel supply upon opening of the throttle.

29. In apparatus for supplying and mixing charges for internal combustion engines, an exhaust conduit, an intake, means for supplying fuel thereto, and pressure responsive means subject to variations in pressure in said exhaust conduit for controlling the fuel flow, comprising spring means for opposing movement of the pressure responsive means in response to increases in exhaust gas pressure substantially coextensively with the range thereof, said spring means haust conduit, an intake, means for supplying fuel thereto, an elastic pressure responsiveelement for varying the fuel passage opening subject to variations in pressure in said exhaust conduit, stop means for retaining said element against movement beyond its elastic limits and determining the minimum and maximum fuel passage,

openings, and a supplementing spring for. said elastic element effective over the higher portion of the exhaust gas pressure range for opposing the increases in pressure, said spring means being inactive over the lower portion of the pressure range. V

31. The method of supplying and mixing the components of the charge for an internal combustion engine which consists in introducing fuel into the air, and varying the fuel passage substantially throughout the range of engine operation directly with and in response to the variations in exhaustgas pressure, and at or near engine idling when the exhaust gas pressure is weak controlling the fuel passage adjunctively to throtiling.

32. The method of supplying and mixing the components of the charge mixture for internal combustion engines which consists in controlling the passage of air to the engine cylinders, delivering the fuel into the air stream beyond the point of air control in the region of intake depression, subjecting the discharge end of the fuel line to the action of a gaseous fluid varying in induction directly with the engine speed, and varying the passage of fuel by a gaseous medium varying in pressure directly with the speed, said gaseous fluid and said gaseous medium being made to vary the fuel flow directly with the speed and inversely to intake depression variations resulting from variations in the control of air.

The method of supplying and mixing the components of the charge for internal combustion engines which consists in controlling the pasj:

sage of air, introducing fuel into the air at the engine side of the point of air control in the region of intake depression, subjecting the fuel introduced to the comminuting action of a blasting gaseous fluid, and varying thefuel passage in response to and directly with the variations in exhaust gas pressure substantially throughout the speed and load range of the engine.

34. The method of supplying and mixing the components of the charge for internal combuscomponents of the charge for internal combustion engines which consists in controlling the passage of air, introducing fuel into the air at the engine side of the point of air control in the region of intake depression, introducing air into the fuel line, subjecting the fuel to the comminuting action of a blasting gaseous fluid. and varying the fuel passage in response to and directly with the variations in exhaust gas pressure.

36. The method of supplying and mixing the components of the charge for internal combustion engines which consists in controlling the passage of air, introducing fuel into the air at the engine side of the point of air control, introducing primary air into the fuel to reduce the inductive effect at high intake depressions, inducing fuel flow by Venturi effect at periods of low intake depression, and varying the fuel passage to supplement the air introducing and Venturi effect.

37. The method of supplying and mixing the components of the charge for internal combustion engines which consists in controlling the passage of air, introducing fuel into the air at the engine side of the point of air control, introducing air into the fuel at periods of relatively high intake depression to reduce the effect thereof on fuel flow and closing off the air introduc tion at relatively low intake depressions, inducing fuel flow by Venturi effect at periods of low intake depression, and varying the fuel passage so as to supplement the air introducing and Venturi effect.

38. The method of supplying and mixing the components of the charge for internal combustion engines which consists in controlling the passage of air, introducing fuel into the air at the engine side of the point of air control in the region of intake depression, introducing primary air into the fuel, subjecting the fuel at the discharge end thereof to the comminuting action of a gaseous fluid, and controlling the fuel flow to counteract the unfavorable effects of intake depression thereon. 39. The method of supplying and mixing the components of the charge for internal combustion engines which consists in controlling the passage of air, introducing fuel into the air at the engine side of the point of air control, introducing air into the fuel to reduce the effect of high intake depression on fuel flow, subjecting the fuel to the inductive effect of air flow to augment the effect at low intake depression, subjecting the fuel to the comminuting action of a gaseous fluid, and controlling the fuel passage.

40. In apparatus for supplying and mixing charges for internal combustion engines, an exhaust conduit, an intake, means for supplying fuel to the intake, pressure responsive means for varying the fuel passage area, and a conduit containing air disposed between said exhaust conduit and said pressure responsive device for transmitting the pressure variations of the exhaust gas through the air column for actuating the pressure responsive device, said pressure transmitting conduit including means for smoothing out pulsations of the exhaust gas.

41. In apparatus for supplying and mixing charges for internal combustion engines, an intake, .an exhaust conduit, a pressure responsive device for varying the fuel supply, and means between the exhaust conduit and pressure responsive device for rendering said device responsive to the pressure variations of the exhaust gas, said means including a conduit having a large entrance portion and a relatively reduced portion at the side of the pressure responsive device serving to smooth out pulsations.

42. In apparatus for supplying and mixing charges for internal combustion engines, an intake, an exhaust conduit, means for supplying fuel to the intake, and a pressure responsive device for varying the fuel passage area directly with the variations in exhaust gas pressure, said pressure responsive device including means for transmitting the pressure variations thereto without pulsating effect or heating, and including spring means adjusted to cause variation of the fuel passage area over a range substantially coincident with the range of pressure variation.

43. In apparatus for supplying and mixing charges for internal combustion engines, an intake, a throttle therein, means for introducing fuel into the intake at the engine side of the throttle, and means for varying the fuel passage area in response to and directly with the variations in exhaust gas pressure, said means being adjusted to vary the fuel passage area over a range coincident with the range of pressure variations, whereby to vary the fuel passage in inverse relation to variations in intake depression resulting from throttle movement and directly with intake depression variations resulting from variations in speed at fixed throttle positions.

44. In apparatus for supplying and mixing charges for internal combustion engines, an intake, a throttle therein, a fuel nozzle extending into the intake at the engine side of the throttle, means for introducing air into the fuel nozzle, a nozzle associated with said fuel nozzle for discharging gases to cause comminution of the aerated fuel, and means for controlling the fuel passage area.

45. In apparatus for supplying and mixing charges for internal combustion engines, an intake, a throttle therein, a Venturi in the intake at the engine side of the throttle, a fuel conduit terminating in said Venturi, means for introducing air into the fuel conduit, means for closing the air introducing means at relatively low intake depression, and means for varying the fuel passage area.

46. In apparatus for supplying and mixing charges for internal combustion engines, an intake, a throttle therein, a Venturi in the intake at the engine side of the throttle, a fuel nozzle terminating in said venturi, a nozzle associated with the fuel nozzle for the discharge of a fluid in comminuting relation to the fuel, means for introducing air into the fuel, and means for controlling the fuel passage area.

47. The hereindescribed method of preparing charges for internal combustion engines which consists in introducing air into the fuel, conducting the aerated fuel through an ample passage, into an enlarged laterally confined space, subjecting the aerated fuel to the action of a gaseous fluid discharged with the fuel into said laterally confined space, and serving to further comminute the fuel, and delivering the doubly aerated fuel therefrom into the main air stream in the region of reduced pressure at the engine side of the point of air control.

48. In apparatus for supplying and mixing charges for internal combustion engines, an intake, a throttle therein, means including a metering orifice for conducting fuel into the intake at the engine side of the throttle, means for automatically controlling the metering orifice area, means for introducing air into the fuel conducting means at the intake side of said metering orifice, for reducing the pressure differential thereon, and means for supplying a gaseous fluid in inductive relation to the aerated fuel for further comminuting the same.

49. Apparatus as defined in claim 48 in which provision is made for closing the air introducing means at low intake depressions.

50. The method of preparing charges for internal combustion engines which consists in throttling the passage of air to the engine cylinders in accordance with the load conditions, introducing fuel into the air at the engine side of the air controlling means, modulating the passage of fuel at fractional load while introducing primary air into the fuel line at the posterior side of the modulated orifice to reduce the pressure differential thereon, and as full load conditions are approached reducing the admission of primary air adjunctively to throttling.

51. The method of preparing charges for internal combustion engines which consists in introducing fuel into the intake at the engine side of the air controlling means subject to the fuel flow inducing action of intake depression and to a supplementary fuel flow inducing cause becoming relatively more efiective as full load opera tion is approached, at fractional loads, modulating the fuel flow through a metering orifice while introducing primary air into the fuel line at the posterior side of the orifice to reduce the pressure differential thereon, and as full load operation is approached reducing the admission of primary air to render the intake depression and supplementary fuel flow inducing cause more efiective in promoting fuel flow.

52. The method of preparing charges for internal combustion engines which consists in controlling the passage of air to the cylinders in accordance with the conditions of engine operation, introducing fuel into the air stream at the engine side of the air controlling means through a metering orifice modulated at fractional loads to keep the fuel flow within range while minimizing frictional effects productive of erratic fuel flow, the minimizing of frictional effects being effected by introducing primary air into the fuel line at the posterior side of the metering orifice to attenuate the variable pressure differential thereon, and as full load operation is approached reducing the admission of primary air to render the intake depression more effective in causing fuel flow.

53. The method of preparing charges for internal combustion engines which consists in controlling the passage of air to the cylinders in accordance with the conditions of engine operation, introducing fuel through a metering orifice.

into the air stream at the engine side of the air controlling means subject to the fuel flow inducing action of intake depression and a supplementary fuel flow inducing cause, at fractional loads modulating the metering orifice to keep the fuel flow within range while minimizing frictional efiects therein productive of erratic fuel flow, the minimizing of friction being effected by introducing primary air into the fuel line at the posterior side of the metering orifice to attenuate the variable pressure differential thereon, and as full load operation is approached reducing the admission of primary air to render the fuel flow inducing forces more effective in promoting fuel flow.

54. The method of preparing charges for internal combustion engines which consists in controlling the passage of air to the cylinders in accordance with the conditions of engine operation, introducing fuel through a metering orifice into the air stream at the engine side of the air controlling means, modulating the fuel metering orifice to keep the fuel flow within range while minimizing frictional effects productive of erratic fuel fiow at fractional loads, the minimizing of friction being effected by introducing primary air into the fuel line at the posterior side of the metering orifice to attenuate the variable pressure differential thereon, and as full load operation is approachedaugmenting the fuel flow by a fuel flow inducing cause supplementing intake depression.

55. In apparatus for supplying and mixing charges for internal combustion engines, an intake, a throttle therein, means in said intake at the engine side of the throttle for supplementing intake depression in promoting fuel flow, a fuel line having a metering orifice, and terminating in fuel flow inducing relation to said means, means for modulating said orifice, and means for introducing primary air into the fuel line at the posterior side of the metering orifice for reducing the variable pressure differential thereon, said modulating means and said air introducing means being coordinated to allow orifice areas minimizing frictional effects therein.

56. Apparatus as defined in claim 55 in which provision is made for reducing the admission of primary air as full load conditions are approached.

57. In apparatus for supplying and mixing charges for internal combustion engines, an intake, a throttle therein, a fuel line extending into the intake at the engine side of the throttle, and having a metering orifice, means for modulating said orifice, means for introducing primary air into the fuel line at the posterior side of said orifice for reducing the pressure difierential thereon, and means operated by the throttle for reducing the admission of primary air as the full load position of the throttle is approached.

ARLINGTON MOORE. 

